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A short-lived, full-strength Audi charge leads the field for the opening lap of the 2011 race. - Image courtesy John Dagys.

After the intensity of Friday’s final qualifying session, any prediction that 2011 would be the tightest in recent history would be validated soon after. Although fraught with attrition, drama, searing intensity and many hours of caution periods, the event failed to disappoint.

Delivering stunning battles on virtually all fronts, the 2011 rendition of the race will likely be remembered for years to come as one of the closest-fought ever.

Intensity in the battle for outright honours was felt early for many at the head of the field. Audi’s hopes for defending victory suffered a massive blow during the early stages of the race.

Departure of the team’s #3 machine of McNish, Kristensen and Capello within the first hour, following a violent incident involving Luxury Racing’s Anthony Beltoise, had left many stunned. To the relief of all onlookers, McNish would walk away from the incident with little more than minor bruising.

A second horrific incident involving the #1 entry of reigning champion, Mike Rockenfeller and the #71 AF-Corse machine of Rob Kauffmann would occur during the eighth hour. The incident occurring as Rockenfeller attempted to pass Kauffmann on the high-speed section of the circuit between Mulsanne and Indianapolis.

Kauffmann later claimed the brightness of the R18’s headlights lead to his being unable to prepare for Rockenfeller’s attempted passing, and consequently made contact with the Audi driver at considerable speed. Rockenfeller would also escape from the wreckage uninjured – both incidents a testament to the build quality of Audi’s R18 chassis.

Later analysis of the incident led officials to believe the #71 was at fault. Although allowing the AF-Corse-run entry to continue, race officials would take action against Kauffmann, excluding the American driver from the remainder of the event. The #71 would later retire.

Following the subsequent retirement of reigning champions Rockenfeller, Dumas and Bernhard, Audi’s hopes for a tenth Le Mans victory lied solely on the shoulders of young driving trio Treluyer, Lotterer, and Fassler in the #2 machine.

Audi #2 cruises Mulsanne with an evident lack of support; A much repeated scene throughout the remainder of the event. - Image courtesy AudiSport.

Hassled by a full-strength Peugeot onslaught throughout the remainder of the race, Audi’s young trio seldom faltered. Electing to quadruple-stint its driving trio (3-4 hours) to minimise time spent in pitlane, the marque faced an epic battle against both the scale and fuel efficiency of Peugeot’s attack.

With the French manufacturer capable of 12 lap stints, and Audi often running 11 laps within the same period, differences in operating efficiency would often be justified through outright pace and daring tyre strategy.

AudiSport pit strategy once again played a vital role in the team's success. - Image courtesy AudiSport.

Late race drives by Treluyer and Lotterer would particularly impress the scale of Audi’s undertaking. With both drivers navigating slower traffic in an almost-manic fashion, pushing the very limits of grip afforded by sections of the 13.6 km circuit.

Despite spirited efforts from the Peugeot onslaught the #2 would never stray far from the overall lead. For a short period onlookers remained silent as race officials summoned Audi #2 engineer, Leena Gade to the stewards office with a tone of urgency on Sunday morning. This would prove to be of little consequence.

Having been seemingly immune to periods of carnage affecting virtually all competitors, cracks began to appear in Peugeot’s then-unhampered showing.

As Peugeot’s efforts began to falter, the prospect of victory, regardless of how close, would begin to slip out of reach. Oreca’s privately-entered 908 HDi-FAP would prove first to stagger during the night. As rapid Frenchman, Loic Duval damaged the team’s chassis on Mulsanne. Only barely managing to limp the injured car back to pitlane for repairs.

This scenario was later repeated with little under three hours remaining, as Duval experienced a second spin at Indianapolis under dampening conditions, further damaging the rear of the chassis.

The manufacturer’s all French squad of Sarrazin, Montagny and Minassian in the #8 found themselves the recipients of a drive-through penalty for a lack of respect toward circuit limits during the early morning hours.

Shortly after the #7 car of Davidson, Wurz and Gene would be damaged in a late race incident at Indianapolis, inflicting injury to the nose of the chassis. Enthusiastic repair efforts allowed the #7 to secure a face-saving fourth overall. Only out-placing the damage-plagued efforts of Oreca, who would manage fifth overall – marginally ahead of highest placing petrol contenders.

As the sole, remaining Peugeot on the lead lap, Pagenaud, Bourdais and Lamy – arguably the marque’s least favoured entry, found themselves in a position of opportunity. With the driver cycle broken, Pagenaud would be ceded to take the #9 to the checkered.

Despite the employment of questionable tactics from Pagenaud’s sister cars in the dying stages of the race, the #2 Audi proved an unstoppable force. With Lotterer at the helm, the German marque powered to one of the closest and, with little doubt, most emotional finishes in the event’s 79 year history.

Lotterer ultimately taking victory over Pagenaud by a margin of 13.854 seconds, covering a distance of 355 laps. The win marking a record tenth victory for Audi (from twelve starts). Allowing the Ingolstadt-based marque to oust Ferrari as the second-most successful marque ever, in terms of overall victories.

A fierce battle would also be contested within the LMP1 petrol contingent, involving Le Mans Series regulars, Pescarolo and Rebellion. Despite a clear focus on operational efficiency, both squads would face off against one another in an intense duel, exchanging the lead on many occasions throughout the race.

Pescarolo’s prospects suffered a cruel blow in the later stages of the race. With long-time Pescarolo stalwart, Collard falling victim to a race-ending shunt through the Porsche curves within two hours of the finish.

Rebellion Racing’s remaining #12 Lola-Toyota of Jani, Prost, and Bleekemolen would inherit the position vacated by Pescarolo’s retirement. The squad going on to secure sixth overall to place highest of the LMP1 petrol runners.

Kronos Racing’s seventh overall finish salvaged much-needed pride for an otherwise underhanded showing from British manufacturer, Aston Martin. With both factory AMR entries having bowed out of the race within hour one.

Oreca's factory LMP2 efforts would ultimately be undone as a result of late-race driver error. - Image courtesy J.Frauca Photography.

Predictions of an attrition-fraught race for LMP2 runners would turn out be unfounded, with P2 entries providing an intriguing display of mechanical reliability over the duration of the event.

Much of the first twelve hours saw the class lead exchange hands between Oreca-Nissan entries of SignaTech and the Oreca factory, along with reigning LMP2 champions, Strakka Racing’s HPD entry.

As the race developed, favoured HPD-powered entries of Strakka, Level5 and RML experienced minor hindrances. Strakka’s demise ultimately brought about due to damage sustained to the car’s undertray and engine, the result of overzealous kerb usage employed by the team’s drivers.

Both SignaTech and Oreca would also face issues throughout the event. The latter retiring due to an arguably over-ambitious drive by French Oreca driver, Hallyday in the final hours.

Nissan’s P2 engine package turned to be an unpredicted star of the category. The Zytek-tuned engine package seeing British Team, Greaves Motorsport to its maiden class victory – affording both Nissan and Dunlop their first LMP2 triumphs at Le Mans.

Although likely costing the team a victory, SignaTech’s woes proved not to be terminal. Allowing the squad of Ayari, Mailleux, and Ordoñez to take the checkered second in LMP2. Rounding out a 1-2 finish for the Japanese auto-giant.

Level5 Motorsport trio of Tucker, Bouchut and Barbosa fought against several issues to secure third in class. Salvaging pride for HPD’s already challenging 2011 campaign.

Highlighted by heated exchanges between the Pratt & Miller Corvette outfit, AF-Corse and, of course BMW Motorsport – the now premier GT category of GTE received surprisingly little television coverage over the course of the event.

After blistering performances in the lead up to the race, and during qualifying, BMW Motorsport discovered that outright pace does not seal the deal.

Recurring difficulties and race incidents plagued the Schnitzer squad’s efforts. With both the #55/56 entries encountering issues on a number of occasions.

Having lead from pole in the early stages of the race, the team’s #56 entry of Priaulx, Hand, and (D) Müller would recover to secure a podium finish for the Bavarian marque, with third position in class. The team’s #55 sister car of Farfus, (J) Müller and Werner failed to finish.

Albeit lacking in single-lap pace, Porsche’s hopes for class victory suffered similar blows. Despite the presence of several all-professional runners within the field, the highest-placed Porsche entry of reigning GT(2) champions, Felbermayr-Proton #77 would finish fourth in class.

Fielding a two car Le Mans assault for the first time, North-American team Flying Lizards also encountered their fair share of difficulties, from tyre punctures to electrical wiring faults. The squad’s #80 GTE-PRO entry of Bergmeister, Long, and Luhr finished the event taking sixth in class. Despite technical hindrances.

Porsche’s luck (or lack of) would persist in the GTE-AM category. After having lead for much of the race, the class-leading #81 Flying Lizard entry of Neimann, Law, and Pumpelly succumbed to mechanical difficulties in the dying hours of the event.

For all the wrong, and right reasons the GT show was stolen by Corvette Racing’s Pratt & Miller-led operation. Having lead its class for most of the race, the US squad’s #74 entry of Magnussen, Gavin and Westbrook left the race in dramatic fashion during the final three hours.

Attempting to correct a corner exit leaving the Porsche curves, Magnussen collided with the #63 GTE-AM Felbermayr-Proton entry, with Felbermayr Snr then at the helm, making direct contact at a considerable speed with the drivers side door.

Magnussen would emerge unscathed. Much to the dismay of onlookers, Horst Felbermayr Snr – the oldest driver in the paddock – would slowly be removed from the battered Porsche chassis before exiting the circuit via ambulance.

Then second in class, AF-Corse inherited the GTE-PRO lead. To the dismay of Ferrari fans, this was short lived. Determined not to succumb to a second consecutive dramatic loss, Corvette’s chances for victory improved ten-fold courtesy of a hard-charging Milner in the remaining #73 P&M Corvette.

Milner’s recovery of the class lead soon after would be maintained, securing the US manufacturer’s maiden victory under GTE regulations at Le Mans.

Although providing the new 458 a podium finish on its La Sarthe debut, the #51 crew of Ferrari factory drivers Alesi, Fisichella, and Bruni were left to settle for second-placed finish.

Success at the hands of the Jack Leconte-lead #50 Larbre Corvette squad saw the achievement of a double victory for the US manufacturer. The squad’s French lineup of Bornhauser, Gardel, and Canal triumphant in the GTE-AM category. Affording Corvette consolation for the loss of its second factory machine.

Larbre Competition’s #70 GTE-AM Porsche entry also finished second in class. Rounding out a 1-2 finish for the outfit.

US team Robertson Racing finished third to secure a podium on debut. Also providing the FordGT its first podium at Le Mans in over 40 years.

Formula Le Mans team, Hope PoleVision have become a familiar name on the European sportscar scene and, after an impressive showing throughout the Le Mans series, have recently rounded out their 2010 season with a successful finish at the ILMC finale in Zhuhai, China.

In a surprise announcement, the Swiss team has revealed ambitious plans to enter the highly-competitive LMP1 category equipped with hybrid technology in 2011. In light of the announcements, the squad has unveiled a partnership with Oreca, which will see the use of a modified Oreca-01 chassis with KERS system attached.

Opting against utilisation of heavy and (currently) inefficient means of battery storage, the team will utilise KERS Hybrid equipment of mechanical derivation, similar to the system seen in Porsche’s GT3R Hybrid. Designed by energy recovery specialists Flybrid, the system will accompany a 2.0L gasoline powerplant, engineered by Lehmann. Technical details regarding the engine package are not yet known.

Team co-owner, Benoit Morand made the following statements:

“We looked at several options that were available, both on the market and specially designed for us that we could implement,” Sayer said. “We chose the mechanical route because we feel for the environment, from the start of the product to the finish of the product, and its life on the track, the mechanical system is 100 percent recyclable and we don’t have any chemicals involved.”

“We want to be in a position to run just behind the works teams, to stand out and catch the eye of a manufacturer for 2012. To aim for outright victory, we’ll need the resources of a factory squad to be able to take the fight to the front runners.”

Although both Peugeot and Audi squads are rumoured to be investigating the feasibility of hybrid technology for inclusion within their respective chassis, the announcement sees Hope Polevision lay it’s stake as the first privateer operation to embark on the hybrid development journey.

Provisional entry listings for round three of the Le Mans series were released this week and, despite early season optimistic showings during the opening two rounds of the season, the field has withered to a mere 32 entries.

The expected absence of Audi, Peugeot, and Aston Martin factory teams has left the once mighty LMP1 grid at a minimal four entries. Despite the lack of works presence, both Peugeot and Aston Martin will be represented by Oreca and Signature Plus privateer efforts. With most of the usual contenders present, LMP2 remains at a healthy 14 entrants and, with a wide variety of machinery once again on display the entertainment looks set to continue in the baby prototype category.

As predicted, the GT1 grid resembles a ghost town once more. Consisting of a mere two Saleen entries fielded by Larbre and Atlas-FX teams. Despite the omission of several cars (namely the #78/79 Schnitzer/BMW Motorsport entries), the GT2 grid continues to look mightily impressive with quality entries from both Porsche and Ferrari camps. The continued presence of JMW and Spyker Squadron entries providing additional manufacturer flavour.

A brutal display of style, glamour, and speed, the Le Mans 24 Hour manages to provide an atmospheric roller coaster ride of raw emotion unable to be matched by any other event the world over on a yearly basis.

This year’s edition of the event bore a special significance for many reasons. For both fans and competitors, 2010 would provide the swan song for a once titanic GT category now left stagnant as a result of lacking manufacturer interest. For GT1 class competitors it’s the end of an era. After providing a worthy stomping ground for a selection of the world’s greatest supercars for the better part of the last decade, the GT1 category will see its last year of competition at the 24 Hour.

LMP categories would also see the final running of current-spec machinery before a major regulations change is enforced for the 2011 season. Although fraught with attrition, the 2010 running of the 24 hour classic delivered one of the more bizarre, yet mesmerising renditions of the race in recent years.

Hour one of the event saw the use of several, extended caution periods resulting in multiple safety car deployments. The first of which would be caused by the retirement of both Autocon and Beechdean Mansell entries. Several laps later the premature (yet highly anticipated) return of Jaguar (in the form of US-based, JaguarRSR) would succumb to a similar fate as a result of electrical difficulties. An innocent casualty of the events, Joest would lose over 60sec to the overall leading Peugeots. The disparity due to a difference in running pace between two of the circuit’s safety cars.

Having set the benchmark for single-lap pace, Peugeot had stamped its dominance early in both practice and qualifying sessions. The reigning LMP1 champions would commence from positions one through four, tailed by the trio of Audi entries, and the petrol-engined LMP field (lead of course by AMR). Despite possessing an obvious performance advantage during the first half of the race, the Peugeot squad would again be haunted by reliability issues.

Drama would strike late in the third hour for the #3 Peugeot of Bourdais, Pagenaud, and Lamy. Having been swiftly summoned to pitlane, the French squad would set to work furiously, with idle team members and spare bodywork to maintain any means of disguising the nature of repair efforts taking place. The pole-setting chassis was officially retired as a result of a front suspension failure.

Peugeot maintained a 1-2-3 formation at the front of the field and, with three factory Audis now only a small margin behind, the goose chase for the overall lead was well underway. Frustration would set in over the next several hours for both Peugeot and Audi squads. Peugeot #1 would be forced to pitlane courtesy of a failed alternator late during the seventh hour. With maintenance costing the French team over 12 minutes, ultimately taking the reigning champions out of contention for victory.

Peugeot would continue to hold positions 1-2, Audi remaining in close pursuit with cars #9/8 only a small margin behind. All the while AMR cars continued to turn consistent laps without error in positions 7/8 to maintaining their lead over fellow petrol-powered LMP1 counterparts. By mid race distance it was the Oreca Peugeot to suffer issues.

The Peugeot #2 squad completes one of the more successful pit stops of the day. - Image courtesy Geoffroy Barre / endurance-magazine.fr

The team’s #4 entry being forced to pitlane, leaking oil as a result of engine faults. The #4 later returned to the race, losing thirteen minutes as a result of the repairs. Only some four hours later, the race leading #2 Peugeot would suffer a dramatic engine blowout on the approach to Tertre Rouge, resulting in a second factory Peugeot retirement.

This occurrence would prove to be a turning point for the Audi squad, inheriting the lead as a result of the #2 Peugeot’s retirement. With cars #9/8 now running in positions 1/2 respectively, the Joest cars would begin to increase pace as Peugeot opted for an all or nothing approach to victory. Despite being over a lap down on the leaders, the #1 car (at at the time driven by Davidson) had been instructed to take necessary action in order to ensure Peugeot victory (even at the cost of lower class participant’s safety).

Peugeot’s problems would only worsen throughout the remaining hours. While managing to reduce the margin to the leading Audi to under a lap, the sole factory #1 Peugeot would ultimately suffer a similar fate as its sister cars. Retiring in the dying hours of the race as a result of an engine blowout (now thought to have been caused by a faulty turbo).

With all factory cars now out of the running, the responsibility of flying the French marque’s flag would be left to the Oreca squad, and the hands of talented rookie, Loic Duval. Had Duval’s pace been maintained a podium position would have been possible for the local team. Unfortunately for the Oreca team the #4 would suffer a similar fate to it’s factory cousins. The car failing midway through the 22nd hour of the race, taking with it any chance of a face saving finish for the French manufacturer.

Having not been able to compete with the single-pace set by their Peugeot rivals, the goal of would be to endure the imminent storm. Normally the fastest entry in the Joest camp, the #7 squad had suffered setup difficulties throughout practice and qualifying sessions, placing the car slightly off the pace of its #8/#9 sister cars.

The #7 would later suffer a delay early in the race as a result of a damaged BMW straying across the Porsche curves. Although not suffering any major damage, the #7 would be pitted for preventative maintenance. This unfortunate turn of events would shift the balance of power to the #9/8 Joest entries. Both of which would now be tasked with maintaining the chase for victory. The #9 crew had maintained consistent pace through the event, focusing on sustainable speed. The distinguished trio of Rockenfeller/Bernhard/Dumas would lead home cars #8/7 to secure an Audi 1-2-3 finish.

Setting a pace bordering on cruelty, LMP2 had promised to be an HPD dominated affair from the outset.

With HPD-powered entries qualifying 1-2-3, and managing average lap times over four seconds faster than the nearest class competitors, P2 regulars were in for a tough day at the office. Having beaten race favourites Highcroft to the class pole, Strakka had immediately stamped their position as the team to beat.

Having lead the race for 356 laps (to Highcrofts 11 laps-lead) the Strakka trio of Danny Watts/Jonny Kane/Nick Leventis would finish first in category, placing an excellent fifth overall (only laps behind first-home petrol LMP1 team Oreca) to take their maiden 24 hour victory and, in doing so, handing the ARX01c a victory on its LM24 debut. In addition to this, the teams HPD package also won Michelin’s GreenX challenge.

Overshadowed by a myriad of technical difficulties, from shrapnel induced tyre punctures, to oil leaks and water pressure issues, the Danbury, Connecticut-based squad managed a semi-successful 24 Hour debut. Despite the presence of reigning champion David Brabham, multiple Le Mans overall winner Marco Werner, and up and coming endurance star Marino Franchitti, the Highcroft team were unable to match the speed and reliability of their Trans-Atlantic cousins. Plagued by misfortunes throughout the event, Highcroft would minimise the gap to their Strakka counterparts to less than two laps on several occasions. A margin which would unfortunately never be regained

OAK racing, and RML would round off the LMP2 podium finishing second and third respectively. In the unexpected absence of the Highcroft team, RML’s position would secure HPD’s second debut podium finish.

Contesting their final year of Le Mans competition, the GT1 swansong was, at times trying and, although well and truly outclassed by their GT2 counterparts the once mighty supercar category managed to produce a fitting outcome.

Dominated in its early stages by Matech and MarcVDS entries (both teams suffering race ending mechanical failures during the first half of the race) the ailing eight car category (consisting of six GT1WC entries) saw the lead shared by no less than six different entries throughout duration the race.

Despite the obvious pace of the Ford, Corvette, and Aston Martin entries, reliability would once again prove to be a deciding factor. Although not the fastest car in its category (or the category below it), Le Mans veterans and fan favourites Larbre Competition would finish the race with minimal error to take first in class, in a fitting tribute to both the category and machinery.

Widely proclaimed as the new manufacturer stomping ground, and with seven marques present the GT2 category was set for a cracking battle. In typical Le Mans fashion, the Risi squad managed the surge to an early lead in the opening hours (despite having been relegated to the rear of the starting grid).

The team would go on to endure an intense battle with the P&M squad throughout hours six/seven. In an unfortunate twist, Risi would later suffer tranmission issues, forcing the #82 to pitlane for lengthy repairs, ruling them out of the chase for victory.

The #82 would later go on to retire as a result of the persisting difficulties. Leaving the P&M Corvette squad to dominate the category for what seemed like the majority of the event.

Running in 1/2 tandem for several hours, everything seemed to be going right for the American outfit. During a two hour period, disaster struck for the P&M team. The departure of the #63 P&M entry as a result of engine issues would leave the #64 to fly the remaining Corvette flag.

In a controversial incident, an impatient Anthony Davidson would attempt to pass the #64 Corvette entry of endurance veteran Emmanuelle Collard through the tight Porsche curves while on a late race charge for victory. This would cause Collard to lose control of the Corvette, sending the car spinning into nearby barriers. Suffering massive rear damage as a result of the impact, Collard would be forced to limp the severely damaged #64 back to pitlane where the team would furiously attempt a repair operation.

Davidson later commented on the incident in a bid to plead his innocence, only managing to insinuate Collard (amongst other GT competitors) had made intentional efforts to cause difficulty for the (then chasing) PeugeotSport team. Davidson retracted the statement/s in a later interview.

While the #64 did manage to return to the field, it would later retire as a result of engine issues similar to those suffered by the #63 car, leaving the justifiably distraught American team without any result.

A victim of late regulation changes, the #79 BMW Motorsport entry during the early hours of the race. - Image courtesy Geoffroy Barre / endurance-magazine.fr

A contender in its class, a fan favourite, and like many others, an unfortunate casualty. BMW’s return to La Sarthe was not as triumphant as many had originally hoped.

Having been hit with an increase in restrictor size (resulting in the loss of 10-15hp) upon arrival to La Sarthe, the manufacturer’s bid for victory would suffer a major setback from the outset. While down on single-lap pace, the aim of the Schnitzer squad was no doubt to endure the storm of inevitable attrition. A strategy adopted by the team during both Le Mans Series rounds.

Unfortunately for the Bavarians, sparks of promise were shown but reliable performance was not forthcoming. Suffering multiple tyre punctures (amongst other difficulties), the #79 would return to pitlane on several occasions during the opening hours of the race. The entry being officially retired after the eighth hour. The remaining #78 entry of Müller/Alzen/Farfus also experienced its fair share of difficulties but, despite tyre and engine difficulties would go on to finish sixth in category.

Maintaining a sustainable pace throughout the race and opting to focus on reliability, the #77 Felbermayr squad would inherit the class lead shortly after the late race departure of Corvette #64. Having run a flawless race to edge out Risi,P&M, and BMW entries, the #77 crew found themselves with a two lap lead over nearest placed rivals, Hankook Farnbacher #89, and BMS Scuderia Italia #97 with several hours still remaining.

The trio of Lieb/Lietz/Henzler would continue to lead for the remaining hours to finish a phenomenal eleventh overall, taking Felbermayr’s maiden 24 Hour victory and, after years of Ferrari domination, reclaiming the LM24 GT2 crown for Porsche. A fitting triumph for Le Mans most successful marque.

With the curtains now drawn and the race now run and won for another year, the Sportscar world sits back to ponder…only another 12 months until the madness begins all over again.

The #1 Peugeot of Gene leads the field approaching La Source, moments before a spin. - Image courtesy Endurance-magazine.fr/Geoffroy Barre.

Round two of the 2010 Le Mans Series took place under unusual circumstances. The combined effect of wild weather conditions, regional power outages, resulting carnage, and red flag period/race stoppage occurring during the first three hours of the 1000km event made for what turned out to be an eventful afternoon in the Ardennes.

As the first in a string of many incidents, Audi’s Andre Lotterer would fall victim to greasy track conditions in, damaging the #9 R15+ during pre-race warmup. Despite sustaining damage to to the rear of the chassis, Lotterer later rejoined the race (albeit ten laps behind overall leaders).

Spinning at La Source during the opening lap, Peugeot’s #3 entry became the second victim of the day. The Oreca-entered Peugeot met a similar fate shortly after, with Panis suffering a race a ending shunt at Radion as a result of the dampened conditions. Peugeot’s charge at the head of the filed continued unhampered, cars 1/2 running in tandem, closely followed by the #7 Audi of McNish.

By the close hour one, Peugeot had maintained positions 1-3. Clever pit strategy by the Audi crew saw McNish utilise a brief caution period to take the race lead momentarily, before the race was red flagged due to a region-wide power outage. Racing resumed under green shortly after 2.5 hours. Both marques shared the lead at separate points throughout hour three, with Capello seizing the opportunity to demonstrate the Audi’s performance during rain soaked conditions.

The remaining hours of the race saw an intense chase to the flag. Pit strategy once again played a crucial role in deciding the victor. In a late race gamble, Audi would opt to return for intermediate tyres during the #7 car’s final pit stop. A move that allowed Kristensen to minimise the margin to race leader Simon Pagenaud to a mere 26 seconds before losing pace due to rapidly drying track surface.

Pagenaud pilots the #3 Peugeot during the final hour of the race. - Image courtesy Endurance-Magazine.fr/Geoffroy Barre.

The seven time LM24 champion was left with little choice but to surrender to the pace of Sarrazin during the final laps of the race, relegating the #7 Audi to third overall. Pagenaud would cross the line in first to secure a 1-2 finish for the French marque.

Having commenced the day several laps down on its competitors (due to damage sustained during qualifying) the Strakka entry would be unable to regain time lost to competitors, and would later retire as a result of insufficient spare chassis supplies. RML was left to fly the remaining HPD flag.

Facing constant competition from OAK, and Quifel entries, the British team maintained a steady pace throughout the duration of the race that would see them take second in class.

OAK’s Pescarolo-Judd package would again be outclassed by its competitors in terms of overall speed. Despite this, the teams’ #35/24 entries would secure third and fourth position in class. 2009 LMP2 series champions, Quifel regained their status as the team to beat after taking class victory.

GT1 saw an influx of entrants fulfilling minimum (pre-LM24) series participation requirements. Despite speed and reliability issues, the presence of the classic supercar machinery was a notable addition to an already stellar field of GT runners. Having achieved an all-Ford front row in qualifying, MarcVDS and Matech would continue to dominate throughout the event.

Despite the (short lived) presence of seasoned Le Mans Series competitors Luc Alphand Adventures, and a pseudo-AMR factory squad (YD-AMR). MarcVDS achieved its maiden LMS class victory, with Matech finishing a close second to round out a Ford dominated weekend in the category.

Having taken pole position during Saturday’s qualifying session, the AF-Corse entry of Melo/Bruni looked set to be the Italian marque’s best hope of taking the fight to closest rivals, Porsche and BMW. The #96 maintained the class lead for most of hour one. Before a region-wide power failure, resulting in a prolonged red flag period, saw the Felbermayr entry of Lieb/Lietz inherit first position.

Melo would later take part in a lengthy battle for second position with AF-Corse sister car of Fisichella, Alesi and Vilander in the dying stages of the race. With the Schnitzer BMW of Andy Priaulx in close pursuit.

Felbermayr #77 of Lieb and Lietz take their second victory of the season. - Image courtesy Endurance-magazine.fr/Geoffroy Barre.

Following the restoration of power to the circuit and its facilities, racing resumed. The #77 Felbermayr crew (having been gifted a one lap buffer on their nearest rivals) later went on to battle with both CRS and Schnitzer entries during the remaining hours. In a flawless display by Porsche factory drivers Lieb and Lietz, the reigning LMS series champions secured their second victory of the season.

While their participation at Paul Ricard yielded less than desirable results, the Schnitzer BMW Motorsport crew were able to leave Spa with a more promising outlook. Both #78/79 cars displayed vastly improved pace over the course of the event, running as high as second and third during the race. Priaulx brought the #79 chassis to the checkered in fourth position to round out a vastly improved showing for the squad.

Punching above their weight once more, Formula Le Mans class participants provided fantastic viewing for onlookers. Hope PoleVision would run as high as fourth in category (that’s LMP2) at one point of the race, taking victory over fellow FLM participants Boutsen Energy Racing, and JMB Racing, taking second and third respectively.

Practice sessions for round two of the LMS season commenced at the Spa-Francorchamps circuit today. Despite the slightly out of character weather, all teams were out and about taking advantage of the testing opportunity presented. Practice session one opened in damp conditions, with the LMP1 teams all taking to the track early.

Both teams opted for a slightly conservative approach in the opening session, the difference between start and finishing times being around 15 seconds. The Oreca Peugeot of Panis taking the fastest time of the session with a lap 2:14.068, closely followed by the two factory Peugeots and a petrol interloper in the form of the #12 Rebellion Lola. Audi opted for an even more conservative FP1 than their French rivals, deciding to keep Kristensen in the #7 for the majority of the session. The Dane would set a time of 2:18.715 before handing the reigns to Capello in the final laps of the session.

The second practice session saw a factory Peugeot 1-2-3, with Pagenaud first to penetrate the 2:00 barrier. The Frenchman setting a lap of 1:59.826, taking the #3 to the top of the timesheet. Audi once more maintained a consistent pace throughout, using the opportunity to test differing tyre compounds. Treluyer would set the fastest lap for the Audi camp, with a 2:02.894, marginally besting the Oreca-Peugeot of Duval. Rebellion continued to maintain pace with the diesel powerhouse for most of the session. The Swiss teams’ #12/13 Lolas settling in positions 8/9 overall.

The LMP2 category saw much movement in the two sessions, the class lead changing hands on several occasions. The teams of Quifel, Bruichladdich, RML, and Strakka all shared time at the top end of the timesheets. RML’s Tommy Erdos setting the fastest time of FP2 with a lap of 2:06.858.

GT1 was a somewhat confusing affair. The field now running to FIAGT1 specifications often had difficult maintaining pace with GT2 entrants. YoungDriver AMR consistently improving pace over the two sessions, Stefan Mücke setting fastest lap of the class in the form of a 2:20.044 during the FP2 session, closely pursued Matech’s Ford GT of Beche with a 2:20.806.

Looking set to provide another epic battle, the jostling for position continued in GT2. The lead being exchanged between Hankook, Felbermayr, and JMW throughout sessions 1/2. After being instructed to ‘push the car’ JMW’s Rob Bell managed a time of 2:21.318 to take the lead in class, marginally besting the Felbermayr Porsche of Lietz, who would settle for a 2:21.561. While the names of AF-Corse, BMW-Schnitzer, and IMSA were all absent from the top end of the timesheet, GT2 continues to feel very much like the calm before a storm.